Appendix 1
THOUSA MCS OF FIGURE 7. MONTEK DME SIGNAL STRENGTH IN SPACE - LONG RANGE DISTANCE FROM THE DESIRED STATION IN km 129 DISTANCE FRON THE DESIRED STAI 100 120 740 MONTEK DME SIGNAL STRENGTH IN SPACE 1 Transmitzar Powe Jesse (Ground) Ansense Gain 100 W 120 di 1.5 dB Cable 77.3 doW EIR
- 8 NOTE: Thi!
LTITUDE LAGLI IN THOUSANDS OF FEET ge 10
AC 00-31A Appendix 1
ALTITUDE (AGLI IN HUNDREDS OF METERS dBIV/m2 мар FIGURE 8. VOR SIGNAL STRENGTH IN SPACE - SHORT RANGE DISTANCE FROM THE DESIRED STATION IN km DISTANCE FROM THE DESIRED STATION IN ON VOR SIGNAL STRENGTH BW) Transmitter Fower EIRP 120
•
ALTITUDE (AGL) IN THOUSANDS OF FEET Page 11
Appendix 1
ALTITUDE (AGLI IN HUNDREDS OF METERS FIGURE 9. TACAN (RTB-2) SIGNAL STRENGTH IN SPACE - SHOR I RANGE DISTANCE FROM THE DESIRED STATION IN km 35 DISTANCE FROM THE DESIRED STATION IN Ni STRENGTH IN SPACE ans Qain
ALTITUDE (AGL) IN THOUSANDS OF FEET Page 12
Appendix 1
ALTITUDE (AGL) IN HUNDREDS OF METERS 10
85.5 dBW FIGURE 10, CARDION DME SIGNAL STRENGTH IN SPACE - SHORT RANGE DISTANCE FROM THE DESIRED STATION IN km .5 dBW DISTANCE FROM THE DESIRED STATION IN mi STRENGTH IN SPACE SW) Transmitter Power 1s (Ground) m Antenna Gain al strangen E SIGN
•
ALTITUDE (AOL) IN THOUSANDS OF FEET Page 13
Appendix 1
ILTITUDE (AGL) IN HUNDREDS OF METERS FIGURE 11, CARDION DME SIGNAL STRENGTH IN SPACE - SHORT RANGE DISTANCE FROM THE DESIRED STATION IN MO DISTANCE FROM THE DESIRED STATION IN mi И8P g 15 ALTITUDE LAGLI IN THOUSANDS OF FEET МОТЕ: ТЫ Page 14
Appendix 1
ALTITUDE (AGL) IN HUNDREDS OF METERS FIGURE 12, MONTEK DME SIGNAL STRENGTH IN SPACE - SHORT RANGE DISTANCE FROM THE DESIRED STATION IN HM 25 CE FROM THE DESIRED STATION IN • 20 GNAL STRENGTH IN SPACK W) Transmitter Power beses (Ground) em Antenne Gain • 1213 MH
ITUDE (AGLI IN THOUSANDS OF FEET Page 15
9/20/82 AC 00-31A Appendix 1
ALTITUDE (AGLI IN HUNDREDS OF METERS Ш/М8Р S16- FIGURE 13. MONTEK DME SIGNAL STRENGTH IN SPACE - SHORT RANGE DISTANCE FROM THE DESIRED STATION IN km 25 DISTANCE FROM THE DESIRED STATION IN Mi 40 4/м8 Sg маР ALTITUDE :AGLI IN THOUSANDS OF FEET Page 16
Appendix 2 APPENDIX 2. SYSTEM ACCURACY.
SYSTEM ACCURACY. The accuracies described and quantified below represent the normal error budget for a VOR/DME/TACAN system that includes bavic ament that des alt indice errors caused by excessive foultipath.
Margin for pilot induced flight technical error is also included. The error terms* are defined as follows.
BEARING ERROR COMPONENT DEFINITION.
a. Radial Signal Error (Eg). Radial signal error is the difference between the nominal magnetic bearing to a point of measurement trom ine ground component and the bearing indicated by the ground component signal at the same point. The radial signal error is associated with the ground component and nominal signal path errors but excludes other error factors. It is made up of the folloking.
(1) certain constant elements such as course displacement errors and most site and terrain effect errors which may be considered as fixed for long periods of time.
(2) certain random variable errors which can be expected to vary about the essentially constant value.
b. Airborne Component Error (Ea). Airborne component error is that error attributable to the inability of the airborne equipment to translate correctly the bearing information contained in the radial signal. This element embraces all factors in the airborne component which introduce errors in the information presented to the pilot. (Errors resulting from the use of compass information in some VOR and TACAN displays are not included.) c. Instrumentation Error (Ei). This component consists of the rumentation frog selector f ! imitation of the omni-bearing selector (OBS) units due to the resolution of the device and the inherent error of translating the pilot input to the avionic comparator. This comparator derives the difference between the actual radial computed and the selected radial which the pilot requires. This difference is normally displayed on a course deviation indicator (CDI) whose errors are considered a part of (Ea).
d. Flight Technical Error (Ef). Flight technical error refers to the accuracy with which the pilot controls the aircraft as measured by his success in causing the indicated aircraft position to match the indicated command for desired position. It does not include procedural blunders.
*Note: Quantitative values assume 95 percentile distribution.
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AC 00-31A Appendix 2 9/20/82
e. Aggregate Error (Es). Aggregate error is the difference between the magnetic bearing to a point of measurement from the ground component and the bearing indicated by airborne components. This is the error in the information presented to the pilot (exclusive of any errors resulting from use of compass information). It takes into account not only the ground component and propagation path errors but also the error contributed by the airborne component and its instrumentation. The entire radial signal error, both fixed and variable, is used.
ERROR COMBINATION. Since the errors above, when considered on a total system basis (not any individual radials or components) are independent ' aricbles, they may be combined by the root-sum-square (RSS) method to calculate aggregate system error (Es) when the same probability is given to each element. For purposes of this standard, each element is considered to have 95 percent probability.
a. kadlal Signal trror (Eg). in practice, based on a significant number of accumulated data points, the radial signal error value (Eg) has been
b. Airborne Component Error (Ea). This component is strictly limited to those errors attributable to the avionics. In other words, this value excludes that which is due to the auto-couple of navigation deviation signals to aircraft controls and other output devices such as the omni-bearing selector (OBS), either in the manual or auto-couple mode. This value (Ea) has been estimated to be approximately +3.0 degrees and may vary as to the quality of the avionics. This distribution is considered normal both from a capability standpoint between manufacturers and a quality standpoint by any one manufacturer. Recent avionics have shown the capability to reduce this error.
c. Instrumentation Error (El). This represents the remainder of the avionics error that is excluded from paragraph 3.b of this Appendix.. This error is approximately +2.0 degrees when a manual analog OBS is utilized.
Digital OBS devices and auto-couple would decrease this error significantly.
This latter configuration is not addressed in this analysis, but could represent a considerable improvement to the total error budget, if implemented.
d. Flight Technical Error (Ef). As defined in paragraph 2.0 of this Appendix, the value which is attributable to this error component is +2.3 degrees. Although this error may not be completely independent of other errors, independence is assumed in this analysis. Empirical data indicates that this value may be pessimistic.
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Appendix 2
e. System Use Error (Es). Airways, routes, and terminal area procedures in the United States are designed on the basis of a system use accuracy of +4.5 degress (95 percent probability). The system use error value is derived as follows:
Radial Signal Error (Eg):
Airborne Component Error (Ea):
Instrumentation Setting Error (Ei):
Flight Technical Error (Ef):
+1.4 degrees (95% probability) +3.0 degrees (95% probability) +2.0 degrees (95% probability)
2.3 degrees (95% probability) System Use Error = (Eg2 + Ea? + Ei? + Ef2) 1/2 = (1.42 +3.02 +2.02 +2.32) 1/2 = (1.96 + 9.00 + 4.00 + 5.29) 1/2 = (20.25)1/2 = + 4.5 degree (95% probability) 4 . DISTANCE ERROR. Refer to paragraph 187 of this standard.
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Appendix 3 APPENDIX 3
VOR-DME-TACAN CHANNEL FREQUENCIES AND PAIRING
VHF DME - TACAN Chan. Freq. Interr. Freq. Reply Fred.
Chan. No. MHz MHz MHz 1x 1025 962 1025 1088 2x 102:5 963 2Y 1026 1089 ЗУ 1027 964 1027 1090 1028 965 1028 1091 1029 966 1029 1092 1030 967 1030 1093 1031 968 1031 1094 1032 969 1032 1095 9x 1033 970 9Y 1033 1096 10X 1034 971 OY 1034 1097 71x 1035 972 11Y 1035 1098 12x 1036 973 12Y 1036 1099 13Х 1037 974 1037 1100 1038 975 1038 1101 1039 976 1039 1102 1040 977 1040 1103 Page 1
Appendix 3 VOR-OME-TACAN CHANNEL FREQUENCIES AND PAIRING-Continued
VHF DME -TACAN Chan. Freq. Interr. Freq. Reply Freq.
Chan. No. MHz MHz MHz 17Х* 108.00 VOR 1041 978 17Y* 108.05 VOR 1041 1104 18×* 108.10 ILS 1042 979 18Y 108.15 ILS 1042 1105 19x 108.20 VOR 1043 980 19Y 108.25 VOR 1043 1106 20x 108.30 ILS 1044 981 20Y 108.35 ILS 1044 1107 21x 108.40 VOR 1045 982 21Y 108.45 VOR 1045 1108 22x 108.50 ILS 1046 983 22Y 108.55 ILS 1046 1109 23X 108.60 VOR 1047 984 23Y 108.65 VOR 1047 1110 24x 108.70 ILS 1048 985 24Y 108.75 ILS 1048 25x 108.80 VOR 1049 986 25Y 108.85 VOR 1049 1112 26x 108.90 ILS 1050 987 26Y 108.95 ILS 1050 1113 27x 109.00 VOR 1051 988 27Y 109.05 VOR 1051 1114 28x 109.10 ILS 1052 989 28Y 109.15 ILS 1052 1115 29X 109.20 VOR 1053 990 29Y 109.25 VOR 1053 116 30х 109.30 ILS 1054 991 30Y 109.35 ILS 1054 1117 31Х 109.40 VOR 1055 992 31Y 109.45 VOR 1055 1118 32х 109.50 ILS 1056 993 32Y 109.55 ILS 1056 33Х 109.60 VOR 1057 994 3ЗY 109.65 VOR 1057 1120 * The frequencies associated with Channels 17X, 17Y and 18X are test frequencies. Assignments may be made to VOR test signals (VOTS), ramp testers, radiating test generators, and other test facilities.. This has and DME-TACAN assignments should not be made on these channels.
been coordinated with the FCC. See 47 CFR Section 87.521 (d); FCC Rules and Regulations, Part 87, paragraph 87.521 (d).
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